Fluid operated pump engine valve



Jan. 29, 1963 c. J. COBERLY 3,075,553

FLUID OPERATED PUMP ENGINE VALVE Original Filed April 1, 1957 E61. /60 FIG. 3

f L 55 E /m 4 122 MIVENTOR CLARENCE J. COBERLY BY HIS ATTORNEYS HARRIS. K/Ecw, RUSSELL & KERN United States Patent 3,975,553 FLUED @PEFATED PUMP ENGENE VALVE Clarence Ll. Qoberly, San Marino, Qalih, assignor to Kobe, Inc, Huntington Park, Calif., a corporation of California Original application Apr. l, 1957, Ser. No. 642M288, new Patent No. 3,llil5, ll3, dated @ct. 2d, 1961. Divided and this application Apr. 3, 1961, Ser. No. 100,107 3 Claims. (Cl. 137-6261?) The present application is a division of my copending application Serial No. 649,888, filed April 1, 1957, now Patent No. 3,005,413, granted October 24, 1961.

The present invention relatesin general to fluid operated pumps and, more particularly, to an engine valve or engine valve means for controlling a fluid operated pump, a primary object of the invention being to provide an engine valve means which includes a reciprocable engine valve and adjustable stops for limiting the travel of such engine valve in both directions. With this construction, the speeds of the fluid operated pump in both directions ar independently adjustable, which is an important feature.

Another object is to provide a difierential-area engine valve reciprocable in an engine valve bore of uniform diameter and provided in one end thereof with a bore receiving a stationary piston which projects axially into one end of the engine valve bore and which separates two areas of the valve from each other.

A further object is to provide an engine valve wherein the aforementioned piston constitutes one of the adjustable stops mentioned.

The foregoing objects, advantages, features and results of the present invention, together with various other objects, advantages, features and results thereof which will be evident to those skilled in the art in the light of this disclosure, may be attained with the exemplary embodiment of the invention described in detail hereinafter and illustrated in the accompanying drawing, in which:

PEG. 1 is a diagrammatic view merely illustrating one possible fluid operated pump with which the engine valve means of the invention can be used; and

FIG. 2 is a vertical sectional view of the engine valve means.

The numeral 56 designates a fluid operated pump which includes a pump section 64 comprising a pump piston es reciprocable in a pump cylinder '72. The particular pump 56 illustrated also includes an engine section 76 and a counterbalance section 8%. The engine section 75 includes an engine piston dd reciprocable in an engine cylinder 38. The engine piston 84 is connected to the pump piston as by a rod extending through the lower end of the engine cylinder 83. The counterbalance section {it} includes a counterbalance piston ldd reciprocable in a counterbalance cylinder 1&4 which is axially aligned with the engine cylinder 88. The counterbalance piston lilo is connected to the engine piston 84-, the counterbalance piston thus being connected to a reciprocable assembly comprising the engine piston, the rod 96 and the pump piston as.

The aforementioned reciprocahle assembly of the pump 56 is reciprocated by alternately applying operating fluid pressure and exhaust pressure to a downwardly facing area 188 of the engine piston 84. When the operating fluid pressure is applied to the area 108, the reciprocable assembly moves upwardly, and when the exhaust pressure is applied thereto, the assembly moves downwardly, the pump piston 63 pumping well fluid upwardly through a production passage as during the upward stroke, the downward stroke, or both strokes, of the reciprocable assembly. The alternate application of operating fluid pressure and exhaust pressure to the area is effected by an engine valve means 112, the engine valve means being connected to the area res by a passage 115. The engine valve means H2 is connected to an operating fluid supply line 118 and to an exhaust or return line 124 for spent operating fluid. As will be described in more detail hereinafter, the engine valve means 112 alternately connects the passage 115 to the lines 118 and 124-. v

The reciprocable assembly of the pump 5'6 is counterbalanced by connecting a downwardly facing area 134 of the counterbalance piston ms to a counterbalance fluid pressure passage 143 leading to a source, not shown, of counterbalance fluid under pressure.

Thus, in the particular construction illustrated, the pump 56 is hydraulically counterbalanced at all times, and power is applied to the engine piston 84 only during upward movement of the reciprocable assembly of the pump. The downward stroke of the reciprocable assembly is produced by gravity at a speed dependent upon the extent to which the weight of the rod $5, which may be of considerable length, is counterbalanced and, as will be discussed hereinafter, on the extent to which the engine valve means llie throttles return flow of spent operating fluid through the line 124.

The pump 56 is provided with two control channels 269 and 262} for an engine valve 236 of the engine valve means 112. The control channel 266 communicates with the counterbalance cylinder illeabove the lowermost position of the counterbalance piston rec. Thus, the pressure in the control channel 26d is equal to the counterbalancing pressure when the counterbalance piston 1% is above the channel 26%, and drops to or below atmospheric pressure as the counterbalance piston moves downwardly below this channel, due to the presence of a check valve 158 communicating with the atmosphere. During upward movement of the piston 169', the pressure thereabove is controlled by an apparatus 143 through a check valve tea, as disclosed in my said copending application. The control channel ass communicates with a port 268 leading from the engine valve means ill through a check valve 269 which permits flow away from the engine valve means only.

Similarly, the channel 2,52 communicates with the counterbalance cylinder res below the uppermost position of the counterbalance piston rec so that the pressure in this channel ranges from a maximum equal to the counterbalancing pressure when the counterbalance piston is thereabove to a minimum equal to or less than atmospheric as the counterbalance piston moves downwardly therepast, the pressure in the channel 262 approaching that in the apparatus connected to the check valve 160 as the piston ltltl moves upwardly. The control channel 2st communicates with a port 276 leading to the engine valve means 112, through a check valve 277 which permits fiow into the engine valve means only.

The engine valve means ll2 includes a body or housing 278 shownas secured to the pump 56. Within the housing 278 is a liner 280 having therein an engine valve bore 282 of uniform diameter, the engine valve 236 being aovaess =3 reciprocable between upper and lower positions in the bore 282. The liner ass is provided with an external annular channel Z84 therein which communicates with the operating fluid exhaust line 124 so that the exhaust pressure is always present in this channel. The liner 289 is provided with radial ports 285 communicating at their outer ends with the channel 284 and at their inner ends with an internal annular groove 288, this groove also communicating with a wide internal annular channel 2% in the liner 2% which extends all the way to the upper end thereof.

Below the channel 2%4- is an external annular channel 282 in the liner 28%, this channel communicating with a port 29 in the housing 278. The port 294 registers with a port 24 i forming part of the passage 115 leading to the engine cylinder 8%. Radial ports 2% in the liner 2% connect the channel 292 therein to an internal annular groove 2% therein.

Below the channel 292 in the liner 284 is an external annular channel Slit? therein which communicates with the operating fluid pressure line 118. The channel 3% communicates with radial ports 36?. which, in turn, communicate with an internal annular channel 3G5 in the liner 2% through an internal annular groove 3% therein.

The liner 2% is provided with external annular grooves 3696 and 3&8 respectively communicating with ports 31d and 312. in the valve housing 278, the ports 3159 and 312 respectively communicating with the ports 275 and 263 leading to the control channels 262 and ass, respectively. The grooves 3% and 3% respectively communicate with radial ports 314 and 316 through the liner 23% the ports 3M and 316 respectively communicating with internal annular grooves 31% and 32a in the liner.

The engine valve 236 is provided therein with an annular channel 322 which bridges the grooves 2.98 and 3% when the valve is in its lower position so as to apply the operating fluid pressure to the downwardly facing area 1% of the engine piston 84', thereby producing the upward stroke of the reciprocable assembly of the pump 56. When the valve 236 is in its upper position, the channel 322 bridges the grooves 2% and 228 in the liner 28%, whereby exhaust pressure is applied to the downwardly facing area 1% of the engine piston 34 to produce the downward stroke of the reciprocable assembly of the pump 56. Thus, when the valve 236 is in its lower position, it produces the upward stroke of the pump 56, and when this valve is in its upper position, it produces the downward stroke of the pump.

The valve 236 is provided with V-shaped throttling notches 32d therein at the ends of the annular channel 322. These notches cause the valve 236 to connect the groove 2% to the grooves 283 and 3M slowly as the valve moves from one of its positions to the other, thereby applying the operating fluid and exhaust pressures to the engine piston 84 gradually to avoid hydraulic shock. These throttling notches perform another function which will be considered hereinafter.

Considering the manner in which the engine valve 236 is moved between its upper and lower positions, this valve is a differential-area valve having two upwardly facing areas 326 and 328 and 'a downwardly facing area 33%, each of the two upwardly facing areas being substantially equal to one-half the downwardly facing area. The upwardly facing areas 326 and 328 are formed by providing the upper end of the valve 236 with an axial bore 332 receiving a stationary piston or plunger 334 which projects axially downwardly into the engine valve bore 282. The lower end of the bore 332 forms the upwardly facing area 326, while the annular area of the upper end of the valve 23d around the bore 332 forms the upwardly facing area 32%, the areas are and 328 being separated by the piston 33d in either position of the valve.

The area 326 of the valve 2-35 is constantly exposed to the operating fluid pressure present in the annular channel through the ports 362, the groove 384, the channel 3&5, radial ports 336 in the valve, and an axial passage 338 therein. The area 328 of the engine valve 236 s constantly exposed to the exhaust pressure present In the annular channel 284 through the ports 236, the annuiar groove and the annular channel 2%. Thus, the engine valve 236 is continuously biased downwardly toward its lower position by a force equal to the product of the operating fluid pressure and the area 326 plus the product of the exhaust pressure and the area 328.

The counterbalancing pressure applied below the piston lt t) is sutilciently high that application of this pressure to the downwardly facing area 33% of the engine valve 236 results in an upward force greater than the constant downward force hereinbefore discussed, whereupon the engine valve moves upwardly into its upper position. The counterbalancing pressure is applied to the area 33% by the counterbalance piston lit-ll in a manner which will be described in the next paragraph. However, other pressures developed in the counterbalance cylinder 1% and applied to the area 368-, such as atmospheric pressure, the pressure in the apparatus 143, or a pressure intermediate these values developed as air is compressed in the counterbalance cylinder 1- 24 during upward movement of the counterbalance piston 11%, are insufiicient to produce upward movement of the engine valve 236.

Considering the manner in which the counterbalance piston ldll controls the movement of the engine valve 236, it will be assumed that the engine valve is in its lower position, as shown in FIG. 2 of the drawing, so that the reciprocable assembly of the pump 56, including the counterbalance piston 1%, is moving upwardly. As the counterbalance piston res approaches the upper end of its stroke, it: moves upwardly past the control channel are, whereupon the counterbalancing pressure beneath the counterbalance piston is applied to the area 33% of the engine valve 236 through the control channel 262, the port 2'76, the check valve 277, the port 31%, the annular groove 3%, the ports 31.4, the annular channel 313, radial ports 3% in the engine valve, and an axial passage 342 therein. The resultant movement of the engine valve 236 into its upper position connects the downwardly facing area res of the engine piston 84 to exhaust pressure to produce the downward stroke of the pump 56.

The engine valve 236 remains in its upper position until the pump 56 approaches the lower end of its travel, at which time the counterbalance piston ltitl moves downwardly below the control channel 260. When this occurs, atmospheric pressure within the counterbalance cylinder M4 is applied to the downwardly facing area 33% or" the engine valve 236 through the control channel 264?, the port 268, the check valve 269, the port 312, the annular groove 3%, the ports 316, and the annular groove 32%, the lower end of the valve 236 being above the annular groove 3269 when the valve is in its upper position. Consequently, the en ine valve 236 moves downwardly into its lower position to connect the downwardly facing area 1% of the engine piston 84 thereby initiating the upward stroke or" the pump 56.

The engine valve 236 is a two-speed valve, the initial valve movement in each direction being at high speed and being initiated by the counterbalance piston llii) in the manner hereinbefore described. The high speed movement of the engine valve 236 in each direction continues as the channel 322 disconnects the groove 298 from the corresponding one of the grooves 288 and 364, the high speed in each direction being reduced to a final slow speed as the channel 322 begins to place the groove 2% in communication with the other of the grooves 288 and 3% through the V-sl1aped throttling notches at the corresponding end of the channel 322. This accomplishes reversal of the direction of movement of the reciprocable assembly of the pump 56 without hydraulic shock.

Considering the manner in which the slow final speeds of the engine valve 236 are achieved, it will be noted that the engine valve is provided with an external annular channel 344 which registers with the annular groove 318 until the engine valve has moved part of the way toward its upper position, the engine valve moving upwardly at high speed as long as the channel 344 communicates with the groove 318. Once the channel 344 moves upwardly out of communication with the groove 318, communication between the area 330 of the engine valve 236 and the counterbalance cylinder 1G4 below the counterbalance piston by way of the control channel 262, is cut off. At this point, an external annular channel 346 in the engine valve 236 registers with the annular channel 305, which is always filled with operating fluid under pressure through the groove 304, the radial ports 302. and the channel 3%. The lower end of the channel 346 communicates with a restricted helical groove or thread 348 in the exterior or" the engine valve, the lower end of the thread 348 communicating with the axial passage 342 through an external annular groove 350 and radial ports 352 in the engine valve. Thus, under these conditions, the operating fluid pressure is applied to the area 335' of the engine valve 236 through the channel 346, the thread 348, the groove 350, the ports 352 and the axial passage 342. Consequently, the engine valve continues its upward movement into its upper position, but at a reduced speed, determined by the resistance offered by the thread 348. This means of communication between the area 330 of the engine valve and the operating fluid pressure also serves as a hydraulic lock for maintaining the engine valve in its upper position until such time as the counterbalance piston tee moves downwardly to the lower end of its travel to apply atmospheric pressure to the area 330 of the engine valve.

As the engine valve 236 moves downwardly in response to the application of atmospheric pressure to the area 330 thereof, the lower end of the engine valve eventually covers the annular groove 32%, thereby cutting off communication, by way of the control channel 260, between the area 330 of the engine valve and the atmospheric pressure existing in the counterbalance cylinder 164 above the piston 100. This terminates the high speed downward movement of the engine valve. Thereafter, the downward movement of the engine valve is continued at a reduced speed by applying the exhaust pressure to the area 33% thereof through the axial passage 342, the radial ports 352, the groove 35%, a restricted helical groove or thread 354 in the engine valve, a channel 358 therein, an internal annular groove 36!? in the liner 280, radial ports 362 in the liner, an external annular groove 364 therein, and passages see, 36% and 370 in the engine valve housing 278, the passage 370 communicating with the annular channel 284 which, as hereinbefore stated, always contains spent operating fluid at the exhaust pressure. Thus, the final downward movement of the engine valve 236 occurs at a reduced speed determined by the resistance of the thread 354.

Threaded into the ends of the engine valve housing 278 in alignment with the engine valve 236 are adjustable stops 372 and 374 which may be enclosed by threaded caps 373 and 375, the stop 3'72 being engageable with the piston 334- and the stop 374 being engageable with the lower end of the engine valve. As will be apparent, by screwing the stop .372 into the engine valve bore 282, the piston 334 is moved downwardly to shorten the upward travel of the engine valve. Similarly, screwing the stop 374 into the engine valve bore 282 shortens the downward travel of the engine valve. With the stops 372 and 374 adjusted as shown, the engine valve is capable of its maximum travel.

As will be apparent, reducing the travel of the engine valve 236 by means of the stops 372 and 374 in the foregoing manner causes the engine valve to connect the annular groove 298 to the annular grooves 288 and 364 through the V-shaped throttling notches 324 at the ends of the annular channel 322. Thus, depending on whether the engine valve 236 is in its upper position, or its lower position, the notches 324 throttle the flow of operating fluid under pressure to the engine piston 84, or the flow of spent operating fluid from the engine piston. Thus, the upward and downward speeds of the reciprocable assembly of the pump 56 can be reduced from the maximum values attainable when the adjustable stops 372 and 374 are retracted, the speed reductions attainable depending on the extent to which the stops 372 and 374 are screwed into the engine valve bore 282. Thus, the speeds of the pump 56 in the upward and downward directions may be controlled independently of each other.

Although an exemplary embodiment of the present invention has been disclosed herein for purposes of illustration, it will be understood that various changes, modifications and substitutions may be incorporated in such embodiment Without departing from the spirit of the invention as defined by the claims which follow.

I claim:

1. A fluid operated engine valve means, including:

(a) an engine valve body having therein an engine valve bore of constant over-all diameter;

(12) a solid piston projecting axially into one end of said engine valve bore;

(0) an internally-stepped, differential-area engine valve of constant over-all diameter reciprocable in said engine valve bore and provided in one end thereof with an axial bore extending partially through said engine valve and receiving said piston in fluid tight engagement with the peripheral wall of said axial bore in said engine valve; i

(d) said engine valve having a circular first area formed by the inner end wall of said axial bore therein, and having adjacent said one end thereof, an annular second area encircling said axial bore therein;

(2) said piston separating said first and second areas of said engine valve; and

(f) said engine valve having adjacent the other end thereof a circular third area facing in the opposite direction from said first and second areas.

2. A fluid operated engine valve means including:

(a) an engine valve body having therein an engine valve bore of constant over-all diameter;

( b) an axially adjustable, solid piston projecting axially into one end of said engine valve bore;

(0) an internally-stepped, differential-area engine valve of constant over-all diameter reciprocable in said engine valve bore and provided in one end thereof with an axial bore extending partially through said engine valve and receiving said piston in fluid tight engagement with the peripheral wall of said axial bore in said engine valve;

(:1) said engine valve having a circular first area formed by the inner end wall of said axial bore therein, and having adjacent said one end thereof an annular second area encircling said axial bore therein;

(e) said piston separating said first and second areas of said engine valve;

(1) said engine valve having adjacent the other end thereof a circular third area facing in the opposite direction from said first and second areas; and

(g) means for axially adjusting the position of said piston relative to said engine valve body so as to vary the axial travel of said engine valve toward said one end of said engine valve bore.

3. A fluid operated engine valve means, including:

(a) an engine valve body having therein an engine valve bore of constant over-all diameter;

(b) a solid piston projecting axially into one end of said engine valve bore;

(0) an internally-stepped diiferential-area engine valve of constant over-all diameter reciprocable in said engine valve bore and provided in one end thereof with an axial bore extending partially through said engine valve and receiving said piston in fluid tight sec sass 7 engagement with the peripheral Wall of said axial bore in said engine valve;

(d) said engine valve having a first area formed by the inner end Wall of said axial bore therein, and having adjacent said one end thereof an annular second area encircling said axial bore therein;

(2) said piston separating said first and second areas of said engine valve;

(f) said engine valve having adjacent the other end thereof a circular third area facing in the opposite direction from said first and second areas; and

(g) said first and second areas each being equal to substantially one-half of said third area.

References Qited in the file of this patent UNITED STATES PATENTS Shortt Ian. 29, 1884 Rose Aug. 1, 1950 MacDonald Feb. 28, 1956 Court Aug. 21, 1956 Loecy Nov. 20, 1956 Gatwood Feb. 26, 1957 FOREIGN PATENTS Great Britain Aug. 25, 1930 

1. A FLUID OPERATED ENGINE VALVE MEANS, INCLUDING: (A) AN ENGINE VALVE BODY HAVING THEREIN AN ENGINE VALVE BORE OF CONSTANT OVER-ALL DIAMETER; (B) A SOLID PISTON PROJECTING AXIALLY INTO ONE END OF SAID ENGINE VALVE BORE; (C) AN INTERNALLY-STEPPED, DIFFERENTIAL-AREA ENGINE VALVE OF CONSTANT OVER-ALL DIAMETER RECIPROCABLE IN SAID ENGINE VALVE BORE AND PROVIDED IN ONE END THEREOF WITH AN AXIAL BORE EXTENDING PARTIALLY THROUGH SAID ENGINE VALVE AND RECEIVING SAID PISTON IN FLUID TIGHT ENGAGEMENT WITH THE PERIPHERAL WALL OF SAID AXIAL BORE IN SAID ENGINE VALVE; (D) SAID ENGINE VALVE HAVING A CIRCULAR FIRST AREA FORMED BY THE INNER END WALL OF SAID AXIAL BORE THEREIN, AND HAVING ADJACENT SAID ONE END THEREOF AND ANNULAR SECOND AREA ENCIRCLING SAID AXIAL BORE THEREIN; (E) SAID PISTON SEPARATING SAID FIRST AND SECOND AREA OF SAID ENGINE VALVE; AND (F) SAID ENGINE VALVE HAVING ADJACENT THE OTHER END THEREOF A CIRCULAR THIRD AREA FACING IN THE OPPOSITE DIRECTION FROM SAID FIRST AND SECOND AREAS. 